Railway-train stop.



R. CEOCHINI.

RAILWAY TRAIN STOP.

APPLICATION FILED 00T. 25, 19m

1,118,890, Patented Nov. 24, 1914.

2 SHEETBWSHRE' l.

IV T N E SSES:

A TTO'ISNEY E. (IEIGHIIH` l RAILWAY TRAIN SWP.

Patented Nov. 24, 1914 3. 1 9 1 5. nu T, U 0 D vw I H N 0 I T A 0 I L DL P A u Ou 8 9 n@ nl l all.

2 BHEETSMSHEET 2.

A TTRNEY.

on irn'n s'rA .as rainn'r onirica.,

ROBERT CECCHINI, 0F SPRINGFIELD, MASSACHUSE'TTS, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, 0F ONE-FOURTH TO ARCIIIE BEDROSSIAN, ONE-FOURTH T0 ARCHIE GIRAGOSSIAN, AND ONE-FOURTH TO .EUGENE ARITI, ALL 0F SPRING- FIELD, MASSACHUSETTS.

' RAILWAY-TRAIN STOP.

1,118,890. SpecitatonA of Letters Patent.

Patented Nov. 24, 1914. Application filed October 25, 1913. Serial No. 797,183.

T0 all whom it may concern: thereof and apl'mrtcnances of the circui t Be it known that I, ROBERT Cnocnnvi,

a British subject, and resident of Springfield, in the county of Hampden and State 0fMassachusetts,have invented certain new and useful Improvements in Railway-Train Stops, of which the following is a full, clear, and exact description. rllhis invention relates to means for the stopping of a railway train in case oita signal being set for danger on the part of the engineer, by nefflect or carelessness, running beyond the signal. n

The present apparatus is one operative when the signal is set. at danger for automatically shutting the throttle valve ot' the locomotive and for then operating the cngineers valve7 for setting the air brakes necessary. Y

The invention comprises a vertically mov able rail located along the trackway and having connection with the danger signal whereby when such signal is set the rail will be elevated, an electric motor mounted on the locomotive and coacting, through suitable means or connections with the throttle valve and with the air brake valve, so that when said motor is run said valves will be operated, a normally open electric circuit including a generator and in which said motor is connected, a movable circuit closing member, and a device carried by and movable on the locon'iotive adapted to have impingen'ient against, and to be moved h v said vertically movable rail, while the latter is in its elevated position l'or moving4 the circuit closing member to position for estalilishing the current through, and'for causing the running oit.VA the electric motor.

The invention is described in conjunction with the accompanying drawings and is set forth in thc claim.

In the drawings :-Figrure vation showing l is a side elea portion of the trackway, a

verticallyy movable rail and parts on the locomotive. ltrrr. z is a view showing parts 1neluded in Figi'. l as at right angles thereto and showingr connectionsl het weon Athe danger sigi'ial and the vertically movable rail Sgetion. Fig. 3 is a sectional elevation of the rail section, the circuit closing means on a locomotive controlled by the position closing devices. Fig. 4t is a diafframmatic viewhereinafter referred to. Dig. ti is a plan view. Fig. t3 is an elevation showing.,r the motor and the means operated thereby and'coacting with the locomotive throttle valve and the air brake valve for the actuations thereof.

Similar characters of reference indicate corresl'ionding parts in all of the views.

In the drawings, A represents the railroad track alongside which is a movable signal B, here represented in the form of a swinging semaphore with lamps a (red, white and green) for night use. The semaphore is indicated hy full lines in safety position,-its danger position being represented by dotted lines. An extension of' the semaphore constitutes a sup ort for the lamps a; and this signal is un erstood as an. exeinplitication of a usual form or" signal to be incliided in a block signal system, and to be operated asusnally heretofore known.

represents a comparatively sl'iort and light rail section having inclined ends arranged alongside one or the tracks and adjacent the signal, and .it is carried on pivoted lever-like arms b b, one at least; of which is made as a bell crank with'which a flexible connection d is secured, the same being pri'iperly sheave guided as indicated at (t2 is also secured to the signal, so that when under the setting means for the signal the latter is maintained in the danger position, the short rail section D will, he elevated in a sutlicient extent as indicated by the dotted lines in Figs. 1 and F represents portions of the locomotive on which mechanisms and devices` hereinafter referred to are provided.

f represents the throttle valve being the operating lever therefor, and Gr represents the cngineers valve controlling the air brake, g indicating its operating handle.

J represents an electric motor understood as being in or near the cal) of the locomotive and having); on its sha't't the gear wheel or pinion 7L. This pinion is in mesh with a rack bar z', a rodlikc extension 2'2 of which has connection indirectly with the throttle lever f, that is it is connected with the st ein. f

throttle latch device f3 so that vvlien the rack bnr is moved it will be eective to rst nnlatch the latter and then to cause a swinging; thereof for closing the throttle valve, Adj acentfand parallelA with the rack bar extension. el is another bar j supported and slidable in and'through suitable supports or brackets j therefor and having a shoulder or abutment ja thereon. The rack bar vextension i carries a rigidly alxed arm 113 proivitl'i a tubular boss t at its extremity 'which plays sleeve-like relatively to the bar j. The angular extension i2 of the bar y' is extended into proximity With 'the operating handle g of the engineers valve and it 'has a connection therewith.

When the motor .l is run, by the establishment of current through. the circuit therefor, it causes the endvvi movement of the raclr bar :for the closing of the throttle valve, shutting oii the steam employed for the driving oil the locomotive and tberealtorv the operation of che engineers valve for the setting' of the air brake.

lt is to be noticed that the abutment 2'4- vvill be carried in unison With the rack bar for a considerable distance before it strikes the abutment ja for moving the bar j which operatively coacts with the air brake valve.

ll-he pinion It may be on a shaft section separate from the main. shaft oi the electric .motor and connected thereto by a friction clutch ,t so that in an emergency requiring the operation of this apparatus notwithstanding the motor may continue to run for some time after the valves have been operal-edv such running or the motor will be ineffective vfor any injurious result to the devices in combination therewith.

a n represent conductors constituting a normally open circuit for the motor il, the saine having connected therein a battery or generator 0 and the terminals of the Wires y a are electrically connected with separated contact pieces m m, located Within acasing ll carried at a lovver portion of thelocomotive. l

g represents a block to act as a circuit closure when moved to contact against both of the said contact pieces m m. 'llliis block normally rests in its lowered position supported by the bottom of the casing, and it has a depending stem 7'.-

.s represents van approximately horizontal lever-like member pivotally mounted in a bracket t at one end thereof and having a stud and slot connection at its other end with the depending stem of the circuit closing block 1]. This lever intermediately thereof in a depending yoke 'extension e2 carries a roller u which Awhen the vertically movable rail D is elevated simultaneously with the setting' ot the signal at dongen `rill impiego against the rail section andbe upwardly forced to elevate the circuit closc inlaat@ ing member g, causing the starting of. the niotor and the actuation of the train sto yping valve. The ends of the circuit closing b ook g are beveled, and adjacent such bevel ends D by its own Weight or as forced by the springs' w rw to its lowered normal pomtiom'sheave guided cords'm o are connected with the latches and uitlia common rod which is pivotally jointed to an operating over a understood as having a location on the locornotive in anyconveniently accessible position.

The contacts or terminals at at ana represented as being` carried by a vertagt@ mor.- able insulated body m2 held ong o ledgelike portion ma of the casing by me springe mL so that any violent upwardrimovement of the circuit closing bleek be but yieldingly resisted; b. the fi'vvardl 'spring pressed termin contante at 0f course, as maniesty'tleapparatus in which the presentl invention' 'is comprised,

may at pleasure be 'utilized iler automati cally controlling either' the sacamllthrottle valve or the air brake,T valve,I -lout=or`tl1e double assurance it is preferable to' the apparatus for the automatic controlling of both the throttle valve and :tbe angifn neers or air brake-valve; and.l insteadof having the arrangement such thattheair brake valve will not be operatedimtil tha throttle valve has been moved more ,or less toward its closed plosition, .the ann a may be so adjusted on the racl; :bar 'emtension i as to have little or no lost motion relatively to the abutment js on tbe air brake valve operating bar j.

ln a railway train stop, in combination,l the trackway, a vertically movable rail located along the traclrway and means for causing the elevation thereof, a locomotive having a controlling valve, an elecmiic niotor mounted on the locomotive and enacting with said controlling valve, a normally open circuit 'including a generator #and having a pair of terminal contact members?, einen ing in `which said contactmembers are snip# ported, a lever arm carried by the locomotive and having a roller adapted for imlll@ llll

pingenientagainst said vertically movable Y ico mais und havin bevevfl, sprung' whi Ch connected.

g opposite edges thereof sheavo guided Signed by rmx at Sprinffield,

winusws. 

